Utah-Idaho Central Railroad Equipment

Overview

The predecessor company of the UIC, the Ogden, Logan and Idaho Railway Company, was formed in May 1914 by merging the Ogden Rapid Transit Company and the Logan Rapid Transit Company, both Eccles corporations.

Hyman-Michaels Company took on the job of scrapping the rail line and rolling stock; work progressed rapidly: a light diesel locomotive powered the rail-pulling train, while cars were burned at Ogden Shops. Here are some "lasts" for your records:

1. Last passenger train: February 15, 1947

2. Last freight train. February 28, 1947

3. Last car, any type: March 18, 1947 (Car 051)

89 UIC steel gondolas of the 1000 Class were sold to other railroads; the remainder of UIC's rolling stock was scrapped, although (records are unreliable) it is possible that one or two electric locomotives were sold for continued use.

Motorized Passenger Cars

500-517

Motor cars 500-517 were built in one lot by American Car Company, St. Louis, in 1915. Cars 500-506 were motors from the beginning, but old company records list cars 507-517 as "Interurban Trailers" for an indefinite time. The date of their motorization is not known, but probably occurred the following year, for similar steel trailers 600-605 were purchased from American in 1916. Cars 500-517 cost $12, 500 each, while 600-605 were $5,500.

GENERAL SPECIFICATIONS

Builder:

American Car Company, St. Louis

Type :

Triple-compartment, steel

Weight:

86,000 pounds

Length:

61 feet, 8 inches

Width:

9 feet, 4 inches

Height:

13 feet, 0 inches

Motors:

4 Westinghouse 334-E-6 (115 HP)

Gear Ratio:

Control:

Westinghouse HL

Brakes:

Westinghouse AMM

Brake Valve:

M-24-A

Trucks:

Brill 27 MCB-3

Wheelbase:

7 feet, 0 inches

Wheels:

36 inches

Seats:

62

Lights:

7 56-watt Tungsten lamps

The four Motors were run on either 750 or 1500 volts DC; on the higher voltage, the motors were operated in series so that there was a potential of 750 volts across each. The UIC 500s were geared for a free running speed of 47-50 mph on the level with an average of 1,350 volts on the trolley. The unit switch control apparatus was of the HL type, different from the standard outfit in the provision of unusually great creeping distance, exceptionally powerful blowout coils and additional switches connected in series to break the arc. The air brake equipment consisted of Westinghouse AMM combination straight and automatic air brake apparatus with M-24-A brake valve. A continuously running dynamotor furnished 750 volts for the control of lighting circuits and the air compressor. This compressor was connected mechanically to the dynamotor by means of a multiple disc clutch which was normally held by a spring in a closed position. Whenever the air pressure reached a predetermined value, the governor admitted air to a small cylinder, disconnecting the clutch and stopping the compressor but allowing the dynamotor to continue running. The lighting equipment for the cars consisted of two circuits of seven 56-watt tungsten lamps with Alba shades. Headlights and heaters operated direct on 1,500 volts.

When new, the 500s ran up to Huntsville in Ogden Canyon and on Washington Blvd. to 25th St. in Ogden. Other unusual service included being pressed into service to haul freight cars, as well as two of them running on the Quinney branch as school trippers. On special occasions, the 500s operated to Salt Lake City via Bamberger but photos of them south of Ogden are quite rare.

While there is reference in company records of seven pantograph trolleys being ordered on October 18, 1918, they were undelivered and no 500 ever ran with a pantograph.

At the time of final abandonment, only the following motors were operating: 500, 503, 504, 505, 508, 509, 512-515, 517. The others passed from the passenger scene as indicated:

501: Stored

502: Stored after bad accident in 1945.

505: Seats out, windows painted over and used to haul LCL freight since 1939.

507: Burned at Ogden; stored at Ogden Shops.

510: Same as 505

511: Used to haul LCL merchandise train.

516: Retired after wreck in 1920 on Quinney branch; robbed for parts.

All cars remaining on the property were scrapped in 1947.

600-605

Cars 600-605 were trailer coaches built by American Car Company in 1916 and conformed closely to 500-517 in appearance except that the 600s were straight coaches. An unusual feature originally was equipping these trailers with trolley poles, so that when standing in yards uncoupled, they could be provided with heat and light.

GENERAL SPECIFICATIONS

Builder:

American, 1916.

Type:

Coach Trailer

Weight:

55,000 pounds

Length:

61 feet, 8 inches

Width:

9 feet, 2 inches

Height:

13 feet (over roof)

Brakes:

Westinghouse

Trucks:

Brill 27 MCB-3X

Wheelbase:

7 feet, 0 inches

Wheels:

36 inches

Seats:

72

Bolster Centers:

39 feet, 10-1/2 inches

Height, rail to sills:

42-1/2 inches

Height, sills to trolley base:

9 feet, 8-1/2 inches

Headlining:

Agasote

Roof:

Plain arch, wood and canvas

Couplers:

O.B.

Curtains:

Pantasote

Interior Trim:

Polished bronze

Heaters:

Consolidated

Seats:

Brill "Winner" green leather

Inasmuch as UIC had so many powered cars, the trailers in later years saw comparatively little use in passenger service. Only 600 and 603 remained straight passenger trailers until the end; the others:

601: Scrapped at Ogden, December 17, 1946.

602: Rebuilt into express and mail car, 1945.

604: Rebuilt into fruit car without windows, then rebuilt into bunk car 04.

605: Rebuilt into combo: 4/5 express-mail, 1/5 passenger.

All remaining cars were scrapped at Ogden in 1947.

800-802

UIC operated three express motors: 800, 801 and 802. The origin of these cars is controversial; one source states they were rebuilt from OL&T cars in 1916 --- another claims they were bought in the east. At any rate, the Eights were not up to the UIC's usual high standard; they had wooden bodies with steel underframes. Official UIC records list the 800 as being built in 1916 at a cost of $7,850; 801 and 802 came a year later and cost $11,760. 800's life was brief; it was completely destroyed in a head-on collision with motor 517 on November 22, 1917, near Fairview, Idaho which resulted from a dispatcher's error. 801-802 had a much longer life; for years they were used to pull freight in rush seasons. Both met their end when operating MU in 1945; they plowed into a freight train at Dewey gravel spur and were scrapped.

Company Service Cars

1

Line car, single truck, built at Ogden Shops in 1914. It used a truck from an old streetcar and two GE 90 motors. It was 26 feet long, 14 feet, 6 inches high from rail to railing, and 6 feet, 10 inches wide. It was equipped with shelves, lockers and hooks for handling wire and ropes, and carried long bars or shovels under its top platform. Its speed was about 35 mph.

UIC 901-905 were built as Ogden Logan & Idaho 901-905 in 1915-1917; to Utah Idaho Central on January 1, 1918

Notes:

1.

UIC 901 was scrapped in 1947

2.

UIC 902 was scrapped in 1947

3.

UIC 903 was scrapped in 1947

4.

UIC 904 was sold to Cornwall Street Railway Light & Power Company number 12 in April 1948 (photo1) (photo2) (photo3); operations ended in Fall 1971 (after line was sold to Canadian National Railways); sold to The Shore Line Trolley Museum, East Haven, Connecticut in 1972

5.

UIC 905 was wrecked in 1946; scrapped soon after.

Specifications for UIC 901-905

Type:

All-steel, steeple cab

Weight:

100,000 pounds

Length:

36 feet, 6 inches

Width:

10 feet, 0 inches

Height:

12 feet, 2 inches

Motors:

4 Westinghouse 562-A6 (100 HP)

Gear Ratio:

7:60

Control:

Westinghouse HLF

Brakes:

Westinghouse 14 EL

Trucks:

Baldwin Rigid Bolster

Wheels:

36 inches

Journals:

5 inches x 10 inches

Truck Centers:

18 feet, 0 inches

Truck Wheelbase:

7 feet, 0 inches

Other Locomotives

UIC 25

Purchased second-hand in 1945 from Oregon Electric, but used very little. It was the only General Electric motor on UIC, and had the standard GE steel steeple cab body (very similar to Bamberger 525-528).

UIC 951

This was UIC's oldest freight motor, built in 1910 by ORT as its #6. The ORT Annual Report for 1910 lists this car as an electric locomotive which cost $6,150 of which $3,100 was for body and trucks, the remainder for electrical equipment. It had a wood body, steel underframe and trucks. Old records show it to have been damaged by fire in 1916, and wrecked at Plain City somewhat later (in those days it served as a plow in winters); it was rebuilt, becoming OL&I 951. 951 was retired and scrapped in 1945.

UIC 952

An all-steel electric locomotive, built by OL&I with work starting on September 22, 1916. It was built on a flat car body, using trucks and electrical equipment from a passenger motor "to be replaced upon receipt of new equipments." 952 was the fastest freight motor on UIC. It was scrapped in 1947.

LCL freight was handled by two rebuilt passenger motors, 505 and 510; they provided speedy and efficient cartage for light shipments, and were augmented by 511 which handled the overnight merchandiser.

Freight Equipment

Type Car

Numbers

Type Const.

Remarks

Cabooses

401-403

Wood, Arch bar

2

Gondola

600-615

Wood, Arch bar

3

Gondola

1000-1099

Steel

4

Flat

7001, 8000-8011

Wood, Arch bar

Box

10002-10020

Wood, Arch bar

5

Box

10021-10023 (1939)

6

Ballast

11001-11025

Wood, dump

7

Refrigerator

20000-20010

Wood, Arch bar

8

Stock

35000-35011

Wood

9

Small Dump

Dl-Dl2 (1913)

Wood, dump

REMARKS ON ABOVE:

1.

In above roster, all cars acquired 1915-1916 except where indicated in parenthesis. All scrapped 1947 except as indicated above.

2.

401-403, wood cabooses, built by OL&I in 1916 at a cost of $460 each. All scrapped in 1947.

3.

600-615 used for coal and bricks; last one scrapped 1938.

4.

1000-1099 built new for UIC in 1920-1921 by Ralston Steel Car Company (Columbus, Ohio) and cost $3,062 each; 89 cars sold 1947 via Hyman-Michaels: 20 cars sold to C&G; 20 cars sold to Con. of Cuba; 3 cars sold to Gulf States Steel (Atlanta); 35 cars sold to KO&G, rest to various roads.

5.

10002-10020 mostly gone by 1938

6.

10021-10023, ex-PFE Reefers, newly listed 1939.

7.

11001-11025 were center dumps used to sugar beets; most were scrapped from 1931 to 1939.